CHAPTER II: ENDNOTES 85. Secretary of the Interior, H.M. Teller to Superintendent P.H. Conger, 14 July 1883. Yellowstone National Park Archives, Yellowstone National Park. 86. Kingman did not file any reports with the Chief of Engineers, but a later Army Corps of Engineer officer, Captain Clinton B. Sears did include Kingman's notes on road improvements and construction in his report to the Chief of Engineers. See "Annual Report of Captain Clinton B. Sears, Corps of Engineers, for the Fiscal Year Ending June 30, 1887," in Report of the Secretary of War Being Part of the Messages and Documents Communicated to the Two Houses of Congress in Four Volumes (Washington D. C.: Government Printing Office, 1887). Existing roads in August 1883:
Information regarding the road crews of 1883: The teams ranged from 12 to 20 men under the supervision of a foreman, and each team was provided with a cook. Pay scale: Common Laborer $40 a month; Skilled Laborer $50-$60 a month; Cook (according to size of party) $45-$50 a month; Foreman (according to their responsibility and knowledge required) $50-$75 a month Board was furnished. Daily ration for one man: fresh meat, or: 1-1/2 lbs., bacon or ham; 3/4 lb flour; 1 lb lard; 1/10 lb., potatoes; or 2 lbs onions or canned vegetables; 1 lb coffee roasted; or 2 ozs tea; 2/3 oz beans; or 3 ozs oatmeal or rice; 3 ozs canned fruits; or 1/2 lb dried fruit; 1/4 lb butter; or 3 ozs syrup; 1 gill pickles; or cheese 3 ozs condensed milk; 1/5 can baking powder; 7/100 lb salt; 01/100 lb soap; 4/100 lb candles; 2/100 lb vinegar 1/100 gallon pepper and matches. Portions were based upon the average cost of 80 cents a day for rations. 94. Ibid., 11-12. This route, though heavily timbered and covered in many places with rock and loose boulders, offered no serious obstacles to the construction of a road until the head of the canon was reached. Here for about a thousand feet, the rock walls approached each other and were nearly vertical, and the little stream in the canyon had a fall of 30 or 40 feet. Fortunately, however, the rock was of a columnar structure and there existed a natural bench, partly concealed by the talus, at about the right height, and which, by a little blasting and filling, will make an admirable road bed. 1-2. 96. Road work projects for 1884-1885.
98. Rufus Hatch to Secretary of the Interior H. M. Teller, 1 December 1883. Yellowstone National Park Archives, Yellowstone National Park. 100. Superintendent D.W. Wear to Secretary of the Interior Teller, 3 December 1885. Yellowstone National Park Archives, Yellowstone National Park. 101. Lt. Dan Kingman to Secretary of Interior Teller, 25 March 1885. Yellowstone National Park Archives, Yellowstone National Park. 102. Lee H. Whittlesey, Yellowstone Place Names, states that, Lt. Dan Kingman, Oscar Swanson, or Ed Lamartine (the road bosses in charge of the project) probably named the canyon when they were building the first stagecoach road through Glen Creek in 1883-1884. The canyon could also have been named by park tour operator G.C. Henderson, who reported on the construction project in 1884:
110. Ibid., Kingman's proposed regulations:
111. Acting Secretary of Interior, H.S. Muldrow, to Superintendent, Yellowstone National Park, 25 May 1886. Yellowstone National Park Archives, Yellowstone National Park. 112. Charles Gibson to Captain Moses Harris, 23 August 1886. Yellowstone National Park Archives, Yellowstone National Park. 114. Report of the Secretary of War Being Part of the Messages and Documents Communicated to the Two Houses of Congress in Four Volumes (Washington, D.C.: Government Printing Office, 1887), Appendix AAA, "Annual Report of Captain Clinton B. Sears, Corps of Engineers, for the Fiscal Year Ending June 30, 1887," 3138-3139. The traveled wagon roads in the Park in 1887 were as follows: 1. A road from the town of Gardiner, on the northern border of the Park, to the Upper Geyser Basin, a distance of about 50 miles. The graded portions of this road are in extent as follows: From Gardiner, via Mammoth Hot Springs, to near Swan Lake, about 10 miles. From Willow Park to the Norris Geyser Basin about 10 miles. From Gibbon Meadows to the head of Gibbon Canon [sic] about 6 miles. From the Lower Geyser Basin to the Upper Geyser Basin, 9-3/4 miles. The portion of this road not yet graded is in fair condition and perfectly safe for travel, a considerable amount of labor having been expended upon it yearly for repairs. 2. A road from the Norris Geyser Basin via the Grand Canon [sic] and Falls of the Yellowstone to Lake Outlet, about 27 miles. This road is graded for a distance of about 8 miles from the Norris Basin. The remainder of the road is in fair condition at this date. The portion of the road between the Falls and the lake is not ordinarily in condition for travel before about the middle of July, the altitude being such as to prevent the early melting of the snow. 3. A road diverging from the road to the Lake in Hayden Valley, about 8 miles from the Falls and extending to the Lower Geyser Basin, via Mary's Lake and Nez Perce Creek. The distance from the Falls of the Yellowstone to the Lower Geyser Basin by this route is about 32 miles. The road is ungraded, but in fair condition, being an excellent natural road with the exception of a somewhat precipitous descent from the plateau between the waters of the Madison and Yellowstone, on its western slope. This road from its altitude is seldom open for travel before the middle of July. 4. A road from the Lower Geyser Basin to the western border of the Park about 20 miles. This road extends beyond the Park limits to Beaver Canon [sic] Station, a stage line from that point bringing visitors to the Park at the Lower Geyser Basin. This is a fair mountain road and safe for travel. 5. A road diverging from the main Park road near Mammoth Hot Springs and extending via the canon [sic] of the East Gardner River, Baronett's Bridge, and Soda Creek, to the northeastern corner of the Park, about 55 miles, and to Cooke City, some 5 miles farther on. This road, over which all supplies for the mining camp of Cooke City are freighted, is through a rough and hilly country and throughout the greater portion of its extent is unimproved. Some slight grades have been made where it was absolutely necessary, and a few crude bridges constructed. The road has been chiefly built and kept in repair by private enterprise and is by far the worst road in the Park, being well nigh impassable a large portion of the year. Toll is very properly charged at Baronett's Bridge, as it could not otherwise be kept in repair by private means. The bridge across the Lamar River is in a very dilapidated condition and will probably not last more than a year or two longer. It would seem to be eminently proper that this road, within the Park limits, should be taken in charge by the Government, the Baronett's Bridge claim extinguished, and the road kept in proper and safe condition for travel. 115. Sears Report, 1887, 3140.
116. Capt. Moses Harris, Annual Report of the Superintendent of Yellowstone National Park for the Year 1888 (Washington D.C.: Government Printing Office, 1888), 7 and 12. 117. Report of the Secretary of War Being Part of The Messages and Documents Communicated to The Houses of Congress and The Beginning of The First Session of The Fiftieth Congress in 4 Volumes, Volume II- in four parts, Part IV (Washington, D.C.: Government Printing Office, 1889), "Annual Report of Major Charles J. Allen, Corps of Engineers, Officer in Charge, for the Fiscal Year Ending June 30, 1889," 2857-2859. 118. "Annual Report, 1889," 2863. Bridges in the park by 1889:
Number of culverts built 100 Linear feet of parapets and railings 1,000 120. Captain F. A. Boutelle, Report of the Superintendent of Yellowstone National Park (Washington: Government Printing Office, 1890), 8 and 9.
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